Car diaphragm assembly



March 18, 1958 w. B. DEAN ETAL/ CAR DIAPHRAGM ASSEMBLY 4 Sheets-Sheet 1 Filed July. 13, 1956 E fi O wmeumn 1.W A W SR W w March 18, 1958 w. B. DEAN ErAL 2,826,998

.CAR DIAPHRAGM ASSEMBLY Filed July 13, 1956 4 Sheets-Sheet 2 5 m in n m N e wa mD A B.W. MF HWW 0 Wm March 13, 1958- 4 Sheets-Sheet 3 Filed July 13, 1956 m M Y O I 1 E wn m 5 E05 0 V68: m D W A B H P 0 w h WH n 4 2 o I a i 3 $1 3% 3 b 42 mm fi 7 w 2 l 8 2 March 18, 1958 w. B. DEAN ET AL 2,826,998

CAR DIAPHRAGM ASSEMBLY 4 Sheets-Sheet 4 Filed July 15, 1956 INVENTORS Woli'er B. Dean min/z 52 Hnry W. Wes-sells IE W 1?. ATTORNEY CAR DiAPi-ERAGM ASSEMBLY Walter B. Dean, Nar'uerth, and Henry W. Wesselis, ill, Ardmore, Pa., assignors to The Budd tjompany, Phala deiphia, Pa., a corporation of Pennsylvania Application July 13, 1956, Serial No. 597,663

15 Claims. (Cl. ltiS-dtl) This invention relates to a car diaphragm assembly and has for an object the provision of improvements in this art.

One of the particular objects of the invention is to provide a diaphragm assembly which permits the use of a low level walkway between cars.

Another object is to provide a diaphragm assembly which has the smallest possible movement between interengaging face plates of adjacent cars whereby wear and noise are reduced and the widest possible passageway is left.

Another object is to provide a diaphragm assembly in which the tread plates adjust properly for car movements so as to maintain a safe unbuckled walkway surface at all times.

Another object is to provide an assembly of simple and inexpensive design which can be easily installed and repaired.

Another object is to provide means for keeping the face plates in operating relationship with each other for extremes of movement, especially when mated with standard diaphragms having a considerably higher bottom elevation, and to avoid the chance of one face plate catching against the other in an abnormal position.

The above and other objects and advantages of the invention will be apparent from the following description of an exemplary embodiment, reference being made to the accompanying drawings thereof, wherein:

Fig. l is an end elevation of a car equipped with a diaphragm assembly embodying the present invention, the plane of the view being indicated by the line 1-1 of Fig. 3;

Fig. 2 is an enlarged vertical longitudinal section through the diaphragm assemblies and end structures of two coupled cars, the section being indicated by the line 2-2 of Figs. 1 and 3;

Fig. 3 is a horizontal section taken on the line 3-3 of Figs. 1 and 2, coupled cars being shown;

Fig. 4 is an enlarged partial top plan view of the assembly of one car, the view being taken on the line 4-4 of Fig. 1;

Fig. 5 is an enlarged horizontal section taken on the line 5--5 of Fig. 1;

Fig. 6 is an enlarged partial vertical section taken on the line 6-6 of Fig. 5, the section also being shown on Fig. 7;

Fig. 7 is a horizontal section taken on the line 7-7 of Fig. 6;

Fig. 8 is a partial enlarged vertical longitudinal section taken on the line S-3 of Fig. 5;

Fig. 9 is a horizontal section taken on the line 9-9 of Fig. 8; and

Fig. 10 is a partial transverse section and elevation taken on the line 1tlitl of Fig. 2.

As shown in the drawings, a railway car 20 has an end frame 21 and a bottom frame 22, the bottom frame carrying a coupler 23. The bottom frame structure A 2,826,998 Patented Mar. 18, 1958 ice.

for carrying the coupler 23 and the associated buffing gear is disclosed in the copending application of Walter B. Dean and Horace P. Bauer, Serial No. 592,195, filed June 18, 1956, and assigned to the same assignee as the present application, and need not be disclosed herein, it being necessary only to note that the coupler at its outer end portion or head 24 has lateral and vertical movements as the two connected cars turn with horizontal track curvature and move up and down with track unevenness or vertical curvature, all as well known.

In the past, so far as is known, the diaphragm assemlies of coupled cars have always been carried by the end frames of the cars and have been kept at an elevation well above the couplers to avoid interengagement with the couplers. This has meant that the cross-over walkway between cars has been at an objectionably high elevation or that the face plates of the diaphragm assemblies have had very little depth at the bottom. Furthermore, normal cars with high-level floors have more vertical space between the standard coupler level and the floor level than do low-level cars with which the present invention is particularly concerned.

According to the present invention the outer ends of the diaphragm assemblies are supported directly on the heads of the couplers with the advantage that there is no uncontrolled movement between couplers and diaphragm assemblies, and the further advantage that there is very little movement between the two diaphragm assemblies of adjacent cars because the support points are quite close together.

Specifically, in the embodiment shown, that for a mating car of the same kind being identical, the coupler head 24 carries, as by having arc-welded thereon, a support bracket 27 which receives a horizontally disposed anchor pin 28, the pin being secured therein by a nut 29. The head of the pin 28 is provided with a vertically aligned hushed bearing for a vertical pivot pin 30 of a spring clamp 31 carrying a horizontally disposed double-ended leaf spring 32.

The spring clamp 31 includes a U-shaped clip 31a and a U-shaped support member 3112, the latter being secured at its back, as by arc welding 310, to the open ends of the clip 31a. The support member 31b has a cutout or back opening to receive a thrust bearing block 33 which has a concave cylindrical bearing surface fitting against a convex cylindrical journal surface on the head of the pin 28. The support member 31b on the sides is provided with openings which fit the head and shank of the pivot pin 30.

To the outer ends of the support member 31b there is secured, as by stud bolts 34, a footplate 35 which forms part of a walkway between cars. To the bottom of the footplate 34 there is secured, as by spot welding, a reinforcing plate 35a which has a horizontal portion resting on a horizontal surface formed on the top of the bracket 27. A filler plate 35b is secured beneath the reinforcing plate 35a and rests on the top surface of the upper side of the support member 31b.

The spring clamp 31 rests on a wear plate 36 which is secured to the top of the coupler head, as by are welding. When the footplate assembly is secured in place by the bolts 34 it securely maintains the vertical pivot pin- 39 in position.

At its outer ends the spring 32 supports a tubular face plate 40, the spring at each end carrying a headed wear stud 41 upon which rests a wear plate 42 of a box-like fixture 43 which is attached to the back wall of the face plate, as by cap screws 44 which thread into holes of a reinforcing tapping plate 45. Near the ends of the spring there are secured, as by cement, horizontally acting bumper pads 46, as of a rubberlike material such as neoprene,

aseasos tread plate 91 to turn about both longitudinal and transverse horizontal "axesthe two: plates maintaina proper relationship to form a normal safe walkway attall times. Both footplat'es 35 and 87 are convex upward so as to ride only on their ends throughout a wide range of 7 vertical movement. 7

It is thus seen that the invention provides a diaphragm assembly which is especially suited for use with low-level cars, which provides a low level walkway between cars,

the'cqupler head'and'also'carries it horizontally with the coup'lerfhead, but allows free't'urning movement about the verticalaxistof the pivot pin '30. The lower end of the face plate alsohas longitudinal movement as the'coupler movesback and'forthlongitudinally in the draw bar action offthe train; The top mounting of the face plate accommo'dates-all'of thesemovernents, as will now be explainedq" v I Atthetopthe'face'plate on each side is provided with an exten'sion"53 which-carries a horizontal'supporting rod 5* secured by nuts 55. On each side; a slide 56 is movably supported 'onarod 54 and is'buffered by a fabric washer'5 7, as'of Fabreeka. Pivot pins 58 carried by the slides 56 s'upp'ort the ends of an'upper leaf spring 59. At the center the spring 59 carries a clamp 62, preferablyforrned of two U-shaped elements-62a and 62b welded together at 62c, which carries avern'cal pivot pin 63retained by a nut 64; The pin 63 carries a resilient sleeve 65, as of neoprene, which has bonded'to ita thininner metal sleeve'66 and a'thick outer metal sleeve 67. There is some free vertical movement on the'pin 63 and wear and shock at each end'are taken by buffer means, such as Micarta washers 68. An'arcuate'thrust bearing block 69-carried in a socket in the portion 62b of the spring clamp bears on the outer metal sleeve 67 'The outer metal sleeve 67 has secured thereto, as by arc welding or by having made integrally therewith, a pair of arms 7il-having spacedparallel ends turnably mounted on-ahorizontal'pivot pin 71 carried by spaced brackets 72 secured to an extension member 73 anchored to the carend'fiame. The pivot pin is retained by nuts 7 4 and a spacer sleeve 75 is disposed on the pin between the ends ofthe-arms-70. -The"bellow's-likediaphragmunit proper, referred to by fhe'numeral-78, is secured-at the-top and'sides by clamp plates 7 9'and screws'slltothe face plateand a frame 81 carrie'd'by the car end'fiame.

At the' bottom-on each side the face plate is provided,

with corner extensions-82 which prov idea wider range of movement for that portionrof' the engaging face plates and prevent displacement and catching of one on the other. These extensions are particularly useful when a low-leveLcar is coupled 'to'a high-level car as may be necessary at times for dead headin'g' or shiftingin yards.

The extensions-also serve'to strengthen the faceplate. The top extensions' 53 'serve'to keeplthe face plate era normal car inproper'alignment'where it stands higher than the top transverse part or'head of the present diaphragm faceplate. V v

Atthe' bottom the' fac'e plate" frame carries a top wear plate 83 on which rides one end of'thefootplate'3'5.

LAt the bottom of the door :op'ening the'flen'd" frame ofth'e car has secured'thereto," as by countersunk screws agvertical axis on the coupler'head and mounting the' which moves with the coupler to minimize movement between face plates and to avoid interference with coupler movements, which is very simple and inexpensive, which 7 provides a safe walkway regardless of all gyrations of 'the cars and couplers, and which is a general'improvement in the art. 7

While one embodiment of the invention has been described by way of illustration it is to be understood that there may be various embodiments and modifications within the general scope of the invention.

What is claimed is: a

l. A diaphragm assembly, for a railway car havinga'n end 'frameand a coupler with a head connectible with the head of a coupler ofanother car, comprising in combination, a double-ended leaf spring supported'on' the coupler head and having turning movement about 'a vertical axis, a diaphragm'face plate provided with'supports ateach side resting on the ends of said spring,

a top connection between said face plate and the end framerof the car providing turning movement of the face plate about a vertical axis and about longitudinally spacedttrans verse horizontal axes, said top connection including a second double-ended leaf spring and means providing free relative transverse movement between the second leaf spring and the face plate, and a flexible bellows like diaphragm unit secured between the face plate, and the endframe of the car.

2. A diaphragm assembly for a railway carhaving an end frame and a coupler with a head connectible with the'head of a-co'upler of another car, comprising in com binatioh, a rigid diaphragm face plate, an anchorage supporting the face plate on a coupler head, said anchorage includingta support bracket rigidly secured to said head, said bracket having a longitudinal bore therethrough, a headed anchor pin secured in said bore, adouble-ended leaf spring assembly supported for turning movement about a vertical axis on the head of said anchor pin, 7

said diaphragm face plate being supported on the outer ends of said spring, means flexibly connecting the upper end of the face plate to the car end frame, and a flexible bellows-like diaphragm unit secured between said face plate and the end frame of the car.

3. A-diaphragm' assembly fora railway car having; an

end frame and a coupler with a head connectible with tudinally spaced horizontal-axis hinge joint connections asaasee bination, a diaphragm face plate, supporting means for said face plate on said coupler, said supporting means providing relative turning movement of said face plate with respect to said coupler about a vertical axis, said supporting means including a transverse member supporting the face plate at its ends, resilient bufiing means between the ends of said transverse member and the face plate, said buffing means being yieldable to permit turning movment between the transverse member and the face plate with resilient resistance about a horizontal transverse axis, and connecting means between the top of the face plate and the car end frame constructed and arranged to provide relative movement in all directions between the face plate and the end frame.

5. A diaphragm assembly for railway cars having an end frame and a coupler connectible with the coupler of an adjacent car, a diaphragm face plate, means supporting said diaphragm face plate on said coupler, means connecting the upper end of the face plate to the end frame of the car, said supporting means and said connecting means being constructed and arranged to provide accommodation of the face plate for all longitudinal, transverse and vertical movements of the coupler and face plate relative to the end frame, said supporting means on the coupler including a vertical-axis hinge connection and a support connection providing turning movement about a transverse horizontal axis, and said connecting means between the upper end of the face plate and the end frame of the car including a vertical-axis hinge connection and longitudinally spaced horizontal-axis hinge connections, one of which has free sliding move ment along the axis, and inwardly extending face-enlarging elements on said face plate for increasing its faceengaging surface area at local points for maintaining iuterengagement with another face plate throughout all movements in use.

6. A diaphragm assembly for railway cars having an end frame, a bottom frame, and a coupler carried by the bottom frame, comprising in combination, a diaphragm face plate, means supporting said face plate on said coupler constructed and arranged to provide relative turning movement between the face plate and coupler about a vertical axis and tilting movement about a transverse horizontal axis, means connecting the upper part of the face plate to the end frame of the car, said connecting means being constructed and arranged to provide relative turning movement about a vertical axis and about two longitudinally spaced transverse axes, and providing relative transverse movement between the face plate and the car end frame, said supporting means on the coupler including a vertical-axis hinge connection and a support connection providing turning movement about a transverse horizontal axis, and said connecting means between the upper end of the face plate and the end frame of the car including a vertical-axis hinge connection and longitudinally spaced horizontal-axis hinge connections, one of which has free sliding movement along the axis, a bellows-like diaphragm unit secured between the car end frame and the back of the diaphragm plate, and resilient means at the top and bottom of said face plate urging it outward away from the end frame for engagement with the face plate of another car.

7. A diaphragm assembly as set forth in claim 6, wherein said upper connection includes transversely spaced horizontal rods carried by the face plate and slides movable laterally along said rods.

8. A diaphragm assembly for a railway car having an end frame and a coupler, comprising in combination, a face plate, means mounting the face plate on the coupler for relative turning movement about a vertical axis, and a foot plate supported upon the coupler and having free edges resting on supporting surfaces of the face plate for turning movement of the foot plate relative to the face plate.

9. A diaphragm assembly as set forth in claim 8, wherein said mounting means includes a headed vertical pivot pin supported on said coupler head and a spring clamp turnably mounted on said pin, and wherein said foot plate is secured to said clamp above the head of the pivot pin to retain the pin.

10. A diaphragm assembly as set forth in claim 9, wherein the turnable mounting of the clamp on the pin includes a thrust block bearing on a journal part concentric with said pin.

11. A diaphragm assembly for a low-height floor railway car having a standard height coupler head to connect the car either to like low-height floor cars or to standard-height floor cars having diaphragm face plates which are at a higher level than the face plates of the low-height car, comprising in combination, a generally rectangular face plate, means supporting the face plate at the end of the low-fioor-level car at a low level relative to the coupler head of the low-floor level car as compared to the face plate elevation of a standard car, said face plate supporting means including a vertical hinge connection at the bottom between the face plate and a part carried by the end of the car, and a vertical hinge connection and longitudinally spaced horizontal hinge connections at the top, so the face plate can have the usual movements of face plates to keep face-fitting engagement with the face plate of a coupled car, lateral face extensions on the face plate at the bottom to avoid catching the bottom corners of a high-level face plate, and vertical side extensions at the top of the face plate to cooperate with the top of a high-level face plate so as to prevent misalignment.

12. A diaphragm assembly for a railway car having an end frame and a coupler with a head connectible with the head of a coupler of another car, comprising in combination, a diaphragm face plate, a support mounted on the coupler head, a headed pivot pin mounted on said support with its axis disposed vertically, a member mounted for turning movement on said pin and supporting the face plate, a bearing insert mounted on said member for turning movement with said pin, means carried by said member which confines the head of the pin, and a tread plate carried by said member and having one end riding on the bottom portion of the face plate.

13. A diaphragm assembly as set forth in claim 12, which further includes a hinged tread plate carried by the car and having its free end resting on the first said tread plate.

14. A diaphragm assembly as set forth in claim 12, which further includes a supporting wear plate on said coupler head for said turnable member.

15. A diaphragm assembly for a railway car having an end frame and a coupler with a head connectible with the head of a coupler of another car, comprising in combination, a face plate and tread plate mounted on a coupler on a vertical-axis hinge connection for turning movement about a vertical axis, the coupler head carrying the face plate and its tread plate having the usual longitudinal movement and vertical and horizontal swinging movements relative to the car end frame, and a tread plate mounted on the car end frame on longitudinalhorizontal and transverse-horizontal hinge connections for turning movement about longitudinal and transverse horizontal axes, the tread plates at their free ends being overlapped for relative sliding and turning movements.

References Cited in the file of this patent UNITED STATES PATENTS 1,164,000 Hochberg et a1. Dec. 14, 1915 1,514,373 Coutant Nov. 4, 1924 2,392,759 Monger Jan. 8, 1946 

